U.S. patent number 8,335,622 [Application Number 12/204,402] was granted by the patent office on 2012-12-18 for vehicle drive control device.
This patent grant is currently assigned to Advics Co., Ltd.. Invention is credited to Gen Inoue, Yasuhito Ishida.
United States Patent |
8,335,622 |
Ishida , et al. |
December 18, 2012 |
Vehicle drive control device
Abstract
A vehicle device control device includes an automatic drive
control device for executing an automatic drive control by
controlling at least a driving torque generating device, which
applies a driving torque on a vehicle, so that a vehicle speed
reaches a preset target vehicle speed, and a shift position
determination portion for determining a shift position of a gear
lever of the vehicle, wherein in a case where the shift position
determination portion determines that the gear lever is set at a
neutral position on the basis of a determination result of the
shift position determination portion while the automatic drive
control is executed, the automatic drive control device controls
the driving torque generating device so that the driving torque
applied to the vehicle becomes zero while continuously executing
the automatic drive control.
Inventors: |
Ishida; Yasuhito (Toyokawa,
JP), Inoue; Gen (Susono, JP) |
Assignee: |
Advics Co., Ltd. (Kariya,
Aichi-Pref., JP)
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Family
ID: |
40432780 |
Appl.
No.: |
12/204,402 |
Filed: |
September 4, 2008 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20090069991 A1 |
Mar 12, 2009 |
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Foreign Application Priority Data
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Sep 6, 2007 [JP] |
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2007-232076 |
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Current U.S.
Class: |
701/60; 701/55;
701/66; 701/99; 701/69; 701/64; 701/56; 701/36 |
Current CPC
Class: |
B60W
10/06 (20130101); B60W 10/184 (20130101); B60T
7/22 (20130101); B60T 2201/04 (20130101); B60W
2510/101 (20130101); B60W 2710/0666 (20130101); B60W
2540/16 (20130101) |
Current International
Class: |
G05D
1/00 (20060101) |
Field of
Search: |
;700/1,29,36,48,51-70,82-107 ;477/7,30,31,34-40,42-49,70-75,77-800
;123/319,334,335,339.1,349,350,395
;701/1,29,36,48,51-70,82-107 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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60-94827 |
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May 1985 |
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JP |
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2-227533 |
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Sep 1990 |
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JP |
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9-290665 |
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Nov 1997 |
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JP |
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2003-72417 |
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Mar 2003 |
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JP |
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2004-090679 |
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Mar 2004 |
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JP |
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Other References
Japanese Office Action issued May 10, 2011 by the Japanese Patent
Office in Japanese Application No. 2007-232076 and English language
translation. cited by other.
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Primary Examiner: Dager; Jonathan M
Attorney, Agent or Firm: Buchanan Ingersoll & Rooney
PC
Claims
The invention claimed is:
1. A vehicle drive control device comprising: an automatic drive
control means for executing an automatic drive control by
controlling at least a driving torque generating device, which
applies a driving torque on a vehicle, so that a vehicle speed
reaches a preset target vehicle speed; and a shift position
determination means for determining a shift position of a gear
lever of the vehicle, wherein in a case where the shift position
determination means determines that the gear lever is set at a
neutral position on the basis of a determination result of the
shift position determination means while the automatic drive
control is executed, the automatic drive control means controls the
driving torque generating device without canceling a calculation of
a target driving torque and by calculating the target drive torque
to be zero so that the driving torque applied to the vehicle
becomes zero while continuously executing the automatic drive
control.
2. The vehicle drive control device according to claim 1 further
including a clutch state determination means for determining an
ON/OFF state of a clutch mechanism provided between the driving
torque generating device and wheels, wherein in a case where the
automatic drive control means detects that the gear lever is
shifted from the neutral position to a forward movement position or
to a rearward movement position based on an output of the shift
position determination means and where the clutch state
determination means determines that the clutch mechanism is in a ON
state on the basis of an output of the clutch state determination
means, the automatic drive control means controls the driving
torque generating device so that the vehicle speed reaches the
preset target vehicle speed.
3. The vehicle drive control device according to claim 1, wherein
in a case where the shift position determination means determines
that the gear lever is shifted from the neutral position to a
forward movement position or to a rearward movement position and
where a predetermined time has passed, the automatic drive control
means controls the driving torque generating device so that the
vehicle speed reaches the preset target vehicle speed.
4. The vehicle drive control device according to claim 2, wherein
in a case where the shift position determination means determines
that the gear lever is shifted from the neutral position to a
forward movement position or to a rearward movement position and
where a predetermined time has passed, the automatic drive control
means controls the driving torque generating device so that the
vehicle speed reaches the preset target vehicle speed.
5. A vehicle drive control device comprising: an automatic drive
control switch operable by a driver to actuate an automatic drive
control; automatic drive control means for executing the automatic
drive control, following operation of the automatic drive control
switch by the driver, by controlling at least a driving torque
generating device, which applies a driving torque on a vehicle, so
that a vehicle speed reaches a preset target vehicle speed; shift
position determination means for determining a shift position of a
gear lever of the vehicle selected by the driver from amongst a
plurality of shift positions that include a forward movement
position in which the driving torque generating device applies
driving torque on the vehicle to forward move the vehicle, a
rearward movement position in which the driving torque generating
device applies driving torque on the vehicle to rearward move the
vehicle, and a neutral position in which the driving torque
generating device does not apply driving torque on the vehicle; and
the automatic drive control means continuing to execute the
automatic drive control to control the driving torque generating
device in a manner applying zero driving torque to the vehicle when
the automatic drive control switch is operated by the driver to
actuate the automatic drive control and when the shift position
determination means determines that the gear lever of the vehicle
is at the neutral position.
6. The vehicle drive control device according to claim 5, further
including clutch state determination means for determining a ON
state and a OFF state of a clutch mechanism between the driving
torque generating device and wheels of the vehicle; and when the
automatic drive control means detects that the gear lever is
shifted from the neutral position to either the forward movement
position or the rearward movement position while the clutch state
determination means determines that the clutch mechanism is in the
ON state, the automatic drive control means controls the driving
torque generating device so that the vehicle speed reaches the
preset target vehicle speed.
7. The vehicle drive control device according to claim 5, wherein
when the shift position determination means determines that the
gear lever is shifted from the neutral position to either the
forward movement position or the rearward movement position, and
following passage of a predetermined time, the automatic drive
control means controls the driving torque generating device so that
the vehicle speed reaches the preset target vehicle speed.
8. The vehicle drive control device according to claim 6, wherein
when the shift position determination means determines that the
gear lever is shifted from the neutral position to either the
forward movement position or the rearward movement position, and
following passage of a predetermined time, the automatic drive
control means controls the driving torque generating device so that
the vehicle speed reaches the preset target vehicle speed.
Description
This application is based on and claims priority under 35 U.S.C.
.sctn.119 to Japanese Patent Application 2007-232076, filed on Sep.
6, 2007, the entire contents of which is incorporated herein by
reference.
FIELD OF THE INVENTION
The present invention relates to a vehicle drive control
device.
BACKGROUND
In order to reduce a driving operation of a vehicle by a driver, a
vehicle drive control device for executing an automatic drive
control such as a cruise control for controlling a vehicle speed to
be at a constant target vehicle speed, an adaptive cruise control
(ACC) for controlling the vehicle to follow a vehicle traveling in
front of the subject vehicle (hereinafter referred to as a leading
vehicle) and the like, is adapted to the vehicle. In the vehicle
drive control device, an engine for applying a drive torque to the
vehicle and a braking device for applying a braking torque to the
vehicle are cooperatively controlled so that the vehicle speed
reaches a target vehicle speed. More specifically, an automatic
drive control electronic control unit (hereinafter referred to as
an automatic drive control ECU) calculates a target driving torque
so that the vehicle speed reaches the target vehicle speed. The
calculated target driving torque is outputted to an engine ECU,
then the engine ECU controls the engine, which serves as a driving
torque generating device, on the basis of the target driving
torque. Further, in the vehicle drive control device, the automatic
drive control ECU calculates a target braking torque so that the
vehicle speed reaches the target vehicle speed. The calculated
braking torque is outputted to a brake ECU, then the brake ECU
controls the braking device, which serves as a braking torque
generating device, on the basis of the target braking torque.
There is a conventional automatic drive control for controlling the
vehicle to be driven at a low target speed, for example, at
approximately 10 km/h. For example, a vehicle drive control device
disclosed in JP2004-90679A executes an automatic drive control so
that the vehicle is driven at a target speed as low as about a
creep speed.
Road surfaces on which the vehicle travels are divided into on-road
and off-road. In a case where the vehicle travels off-road, the
vehicle may become stuck depending on a condition of the road
surface. In a case where the vehicle becomes stuck, if the vehicle
is somewhat able to move forward or backward, the vehicle may be
able to free itself from the stuck situation by performing a
forward-rearward maneuver. The forward-rearward maneuver is an
operation of repeatedly moving the vehicle forward and rearward at
a position where the vehicle is stuck in order to increase a force
acting on the vehicle. More specifically, in the forward-rearward
maneuver, the force acting on the vehicle is increased by utilizing
a reaction generated when the vehicle moves rearward to when the
vehicle moves forward and by utilizing the reaction generated when
the vehicle moves forward to when the vehicle moves rearward. In
order to increase the force acting on the vehicle when the vehicle
moves forward and rearward, a driver needs to perform an
acceleration operation at a right timing when the reaction is
generated, in addition to a shift operation towards a direction
where the vehicle moves. In other words, in order to perform the
forward-rearward maneuver, the driver needs to repeatedly shift a
gear lever between a forward movement position and a neutral
position, between the neutral position and a rearward movement
position, and between the forward movement position and the
rearward movement position via the neutral position.
In the conventional vehicle drive control device, when the gear
lever is shifted at the neutral position, the automatic drive
control is cancelled. Therefore, in the case where the vehicle
having the conventional vehicle drive control device becomes stuck,
the driver needs to perform the forward-rearward maneuver by
manually operating the gear lever (not shown) and an acceleration
pedal (not shown). In other words, in the conventional drive
control device, the automatic drive control is not useful for
freeing the vehicle from the stuck situation. Further, in the
vehicle drive control device disclosed in JP2004-90679A, a driving
torque is gradually reduced while the gear lever is set at the
neutral position. Therefore, in a case where the gear lever is
shifted from the neutral position to the forward movement position
or from the neutral position to the rearward movement position
while the driving torque by the engine still remains in a state
where the gear lever is set at the neutral position, the remaining
driving torque is applied to a transmission apparatus. As a result,
disadvantages such that the vehicle is suddenly accelerated, a load
is applied to the transmission apparatus and the like may
occur.
A need thus exists for a vehicle drive control device which is not
susceptible to the drawback mentioned above.
SUMMARY OF THE INVENTION
According to an aspect of the present invention, a vehicle device
control device includes an automatic drive control device for
executing an automatic drive control by controlling at least a
driving torque generating device, which applies a driving torque on
a vehicle, so that a vehicle speed reaches a preset target vehicle
speed, and a shift position determination portion for determining a
shift position of a gear lever of the vehicle, wherein in a case
where the shift position determination portion determines that the
gear lever is set at a neutral position on the basis of a
determination result of the shift position determination portion
while tire automatic drive control is executed, the automatic drive
control device controls the driving torque generating device so
that the driving torque applied to the vehicle becomes zero while
continuously executing the automatic drive control.
BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing and additional features and characteristics of the
present invention will become more apparent from the following
detailed description considered with the reference to the
accompanying drawings, wherein:
FIG. 1 is a diagram illustrating a structure of a vehicle drive
control device according to an embodiment as an example;
FIG. 2 is a diagram illustrating a flow of an automatic drive
control of the vehicle drive control device according to the
embodiment;
FIG. 3 is a diagram for explaining an operation of a conventional
vehicle drive control device; and
FIG. 4 is a diagram for explaining an operation of the vehicle
drive control device according to the embodiment.
DETAILED DESCRIPTION
FIG. 1 illustrates a structure of a vehicle drive control device 1
according to the embodiment as an example. As illustrated in FIG.
1, the vehicle drive control device 1 according to the embodiment
is adapted to a vehicle (which is not illustrated and is referred
to as a vehicle C hereinafter) and executes an automatic drive
control so that a vehicle speed of the vehicle C reaches a target
vehicle speed. Further, the vehicle drive control device 1 is
configured by an automatic drive control switch 2, a vehicle speed
sensor 3, a shift sensor 4, a clutch sensor 5, an automatic drive
control electronic control unit 6 (hereinafter referred to as an
automatic drive control ECU 6), an engine electronic control unit 7
(hereinafter referred to as an engine ECU 7), a brake electronic
control unit 8 (a brake ECU 8) and the like. The automatic drive
control ECU 6 serves as an automatic drive control means.
A reference numeral 100 indicates an engine that serves as a
driving torque generating device for generating a driving torque
and for applying the generated driving torque on the vehicle C. The
engine 100 is controlled by the engine ECU 7 on the basis of a
target driving torque ETo calculated by the automatic drive control
ECU 6 and applies the target driving torque ETo on the vehicle C. A
reference numeral 110 indicates a clutch mechanism, which is
provided between the engine 100 and wheels (not shown) and controls
a connecting state between the engine 100 and the wheels. More
specifically, in this embodiment, the clutch mechanism 110 controls
the connecting state between the engine 100 and a transmission
apparatus 120, which is connected to each wheel and is described
below. In a case where the clutch mechanism 110 is in an ON state,
the clutch mechanism 110 connects the engine 100 and the
transmission apparatus 120 so that the driving torque generated by
the engine 100 is transmittable to the transmission apparatus 120.
On the other hand, in a case where the clutch mechanism 110 is in
an OFF state, the clutch mechanism 110 cancels the connection
between the engine 100 and the transmission apparatus 120, so that
the driving torque generated by the engine 100 is not transmittable
to the transmission apparatus 120. The reference numeral 120
indicates the transmission apparatus that is an apparatus for
transmitting the driving torque generated by the engine 100 to each
wheel. The transmission apparatus 120 changes a transmission state
of the driving torque (i.e. speed-increasing transmission,
speed-reducing transmission) by changing gear ratios. Further, a
reference numeral 200 indicates a braking device 200 that generates
a braking torque and applies the generated brake torque on the
vehicle C. The braking device 200 is controlled by the brake ECU 8
on the basis of a target braking torque BTo calculated by the
automatic drive control ECU 6 and applies the braking torque BTo on
the vehicle C. More specifically, the braking device 200 generates
the braking torque on the basis of a braking operation preformed by
a driver, i.e. on the basis of a depression of a brake pedal (not
shown) by the driver.
The automatic drive control switch 2 functions as a control
starting trigger. The automatic drive control switch 2 is provided
at an interior of the vehicle C (not shown) and is turned on when
the driver operates the same. The automatic drive control switch 2
is connected to the automatic drive control ECU 6. In a case where
the automatic drive control switch 2 is turned on by the driver,
the automatic drive control switch 2 outputs an ON signal to the
automatic drive control ECU 6. Thus, the automatic drive control
switch 2 functions as the control starting trigger for actuating
the automatic drive control.
The vehicle speed sensor 3 detects a vehicle speed V of the vehicle
C. The vehicle speed sensor 3 is connected to the automatic drive
control ECU 6 and the detected vehicle speed V of the vehicle C is
outputted to the automatic drive control ECU 6. The vehicle speed
sensor 3 is configured from, for example, a vehicle wheel speed
sensor provided at each wheel of the vehicle C. In this case, each
wheel speed v1, v2, v3 and v4 detected by the respective vehicle
wheel sensors, which serve as the vehicle speed sensor 3, is
outputted to the automatic drive control ECU 6, and the automatic
drive control ECU 6 calculates the vehicle speed V of the vehicle C
on the basis of each outputted wheel speed v1, v2, v3 and v4.
The shift sensor 4 serves as a shift position detection means. The
shift sensor 4 detects shift positions of a gear lever 9 operated
by the driver. The shift sensor 4 is connected to the automatic
drive control ECU 6, and the detected shift position of the gear
lever is outputted to the automatic control ECU 6. The shift
positions of the gear lever include, for example, a neutral
position (which referred to simply as a N position), a forward
movement position, a rearward movement position and the like. In a
case where the gear lever is set at the N position, the clutch
mechanism 110 is turned to be in the OFF state, so that the driving
torque generated by the engine 100 is not transmitted to each wheel
via the transmission apparatus 120. In a case where the gear lever
9 is set at the forward movement position, the clutch mechanism 110
is turned to be in the ON state, so that the driving torque
generated by the engine 100 is transmitted to each wheel via the
transmission apparatus 120. As a result, the driving torque
generated by the engine 100 acts on the vehicle C in a direction of
forwardly moving the vehicle C. In a case where the gear lever 9 is
set at the rearward movement position, the clutch mechanism 110 is
turned to be in the ON state, so that the driving torque generated
by the engine 100 is transmitted to each wheel via the transmission
apparatus 120. As a result, the driving torque generated by the
engine 100 acts on the vehicle in a direction of rearwardly moving
the vehicle C.
The clutch sensor 5 serves as a clutch state detection means. The
clutch sensor 5 detects ON/OFF states of the clutch mechanism 110.
The clutch sensor 5 is connected to the automatic drive control ECU
6, and the detected ON/OFF state of the clutch mechanism 110 is
outputted to the automatic drive control ECU 6.
The automatic drive control ECU 6 calculates the target driving
torque ETo and the target braking torque BTo so that the vehicle
speed V reaches a target vehicle speed Vo and outputs the
calculated target driving torque ETo and target braking torque BTo
to the engine ECU 7 and the brake ECU 8, respectively. The
automatic drive control ECU 6 controls the engine 100 on the basis
of the target driving torque ETo via the engine ECU 7 and also
controls the braking device 200 on the basis of the target braking
torque BTo via the brake ECU 8. In other words, the automatic drive
control ECU 6 coordinately controls the engine 100 and the brake
200 so that the vehicle speed V reaches the preset target vehicle
speed Vo. The automatic drive control ECU 6 includes an automatic
drive control determination portion 61, a driving torque
calculation portion 62 (a clutch state determination means), a
braking torque calculation portion 63 and a shift position
determination portion 64 (a shift position determination means). A
known configuration is adapted to a hardware configuration of the
automatic drive control ECU 6, therefore, a description thereof is
not provided. Further, the target vehicle speed Vo is a value by
which the vehicle may be driven off road at a low speed, for
example, the target vehicle speed Vo is approximately 10 km/h.
The automatic drive control determination portion 61 determines an
intention of starting the automatic drive control by the driver.
The automatic drive control determination portion 61 determines
whether or not to start the automatic drive control on the basis of
whether or not the ON signal is outputted by the automatic drive
control switch 2 being operated by the driver, i.e. on the basis of
the ON/OFF state of the automatic drive control switch 2.
The driving torque calculation portion 62 calculates the target
driving torque ETo, which is generated by the engine 100. More
specifically, the driving torque calculation portion 62 calculates
the target driving torque ETo so that the vehicle speed V of the
vehicle C reaches the preset target vehicle speed Vo. Further more
specifically, in the case where the gear lever is set at the N
position, the driving torque calculation portion 62 calculates the
target driving torque ETo as zero so that the driving torque acting
on the vehicle C becomes zero. In other words, in the case where
the gear lever is set at the N position, the automatic drive
control ECU 6 controls the vehicle (i.e. the state of the torque)
to be in the same state as in a state where the automatic drive
control is not executed while the automatic control is being
executed. Further, in a case where the gear lever is shifted from
the N position to the forward movement position or to the rearward
movement position, the driving torque calculation portion 62 is
shifted to a state for calculating the target driving torque ETo so
that the vehicle speed V of the vehicle C reaches the preset target
vehicle speed Vo from the state for calculating the driving torque
as zero, when automatic drive control starting conditions are
satisfied. The automatic drive control starting conditions (a
predetermined condition) are: 1) the clutch sensor 5 detects that
the clutch mechanism 110 is in the ON state, and 2) a predetermined
time has passed since the gear lever is shifted to the forward
movement position nor the rearward movement position from the N
position. The predetermined time refers to a time within which the
normal clutch mechanism 110 is switchable from the OFF state to the
ON state in the case where the gear lever is shifted from the N
position to the forward movement position or to the rearward
movement position. As a result, even if a malfunction occurs at the
shift sensor 4, the target driving torque ETo is calculated by the
driving torque calculation portion 62 so that the vehicle speed V
of the vehicle C reaches the target vehicle speed Vo before the
clutch mechanism 110 is turned to be in the ON state, therefore,
the engine 100 is prevented from being controlled on the basis of
the target driving torque ETo calculated by the engine ECU 7.
The braking torque calculation portion 63 calculates the target
braking torque BTo, which is generated by the braking device 200.
More specifically, the braking torque calculation portion 63
calculates the target braking torque BTo so that the vehicle speed
V of the vehicle C reaches the preset target vehicle speed Vo.
The shift position determination portion 64 determines shift
positions of the gear lever. The shift position determination
portion 64 determines whether the gear lever is set at the N
position, the forward movement position, the rearward movement
position or at another position on the basis of the shift position
of the gear lever detected by the shift sensor 4.
The engine ECU 7 controls the engine 100 on the basis of the target
driving torque ETo. The engine ECU 7 is connected to the automatic
drive control ECU 6 and controls the engine 100 on the basis of the
target driving torque ETo calculated by and outputted from the
automatic drive control ECU 6. Further, the engine ECU 7 is
connected to an acceleration sensor (not shown) that detects an
amount of acceleration operation performed by the driver. The
engine ECU 7 controls the engine 100 on the basis of the detected
amount of the acceleration operation so that the engine 100
generates the driving torque based on the amount of the
acceleration operation by the driver.
The brake ECU 8 controls the braking device 200 on the basis of the
target braking torque BTo. The brake ECU 8 is connected to the
automatic drive control ECU 6 and controls the braking device 200
on the basis of the target braking torque BTo calculated by and
outputted from the automatic drive control ECU 6. Additionally, the
braking device 200 is configured to apply the braking torque to
each wheel. More specifically, the brake ECU 8 controls the braking
device 200 on the basis of the target braking torques BToW1, BToW2,
BToW3 and BToW4 calculated by and outputted from the automatic
drive control ECU 6 relative to the respective wheels in order to
apply the braking torque to each wheel. As a result the braking
torque acts on the vehicle C.
The automatic drive control executed by the vehicle drive control
device 1 according to the embodiment is described hereinbelow. FIG.
2 is a flow chart illustrating a flow of the automatic drive
control executed by the vehicle drive control device 1 according to
the embodiment. FIG. 3 is a diagram for explaining an operation of
the conventional vehicle drive control device. FIG. 4 is a diagram
for explaining an operation of the vehicle drive control device 1
of the embodiment. An automatic drive control method when the gear
lever is set at the N position in the automatic drive control
executed by the vehicle drive control device 1 is described below.
The automatic drive control by the vehicle drive control device 1
is executed in each control cycle.
As illustrated in FIG. 2, the automatic drive control ECU 6
executes an input processing (ST1). In ST1, the automatic drive
control ECU 6 obtains the ON/OFF state of the automatic drive
control switch 2, the vehicle speed V detected by and outputted
from the vehicle speed sensor 3, the shift position of the gear
lever detected by the shift sensor 4, the ON/OFF state of the
clutch mechanism 110 detected by the clutch sensor 5, and the
like.
Then, the automatic drive control determination portion 61 of the
automatic drive control ECU 6 determines whether or not the
automatic drive control switch 2 is in the ON state (ST2). More
specifically, the automatic drive control determination portion 61
determines the intention of starting the automatic drive control by
the driver on the basis of the obtained ON/OFF state of the
automatic drive control switch 2. Further, the automatic drive
control determination portion 61 determines whether or not the
automatic drive control starting conditions are satisfied on the
basis of the ON/OFF state of the automatic drive control switch
2.
In the case where the automatic drive control switch 2 is
determined to be in the ON state (Yes in ST2), the automatic drive
control ECU 6 proceeds to ST3 where the automatic drive control ECU
6 calculates the target driving torque ETo and the target braking
torque BTo. More specifically, in ST3, the driving torque
calculation portion 62 of the automatic drive control ECU 6
calculates the target driving torque ETo so that the obtained
vehicle speed V reaches the target vehicle speed Vo, and then the
calculated target driving torque ETo is outputted to the engine ECU
7. Further, in ST3, the braking torque calculation portion 63 of
the automatic drive control ECU 6 calculates the target braking
torque BTo so that the obtained vehicle speed V reaches the target
vehicle speed Vo, and then the calculated target braking torque BTo
is outputted to the brake ECU 8,
Then, the shift position determination portion 64 of the automatic
drive control ECU 6 determines whether or not the obtained shift
position of the gear lever indicates the N position (ST4). In other
words, the automatic drive control ECU 6 determines whether or not
the N position is detected by the shift sensor 4.
In a case where the shift position determination portion 64
determines that the gear lever is set at the N position (Yes in
ST4), the driving torque calculation portion 62 calculates the
target driving torque ETo as zero (ST8).
Then, the automatic drive control ECU 6 executes the automatic
drive control in ST9. In ST9, the automatic drive control ECU 6
outputs the target driving torque ETo, which is calculated as zero
by the driving torque calculation portion 62, and the target
braking torque calculated by the braking torque calculation portion
63 to the engine ECU7 and the brake ECU8, respectively. The
automatic drive control is executed in a manner where the engine
ECU 7 controls the engine 100 on the basis of the target driving
torque ETo, which is calculated as zero, and the brake ECU 8
controls the braking device 200 on the basis of the target braking
torque BTo. As the target driving torque ETo is calculated as zero,
the driving torque generated by the engine 100 becomes zero by the
engine ECU 7 controlling the engine 100 on the basis of the target
driving torque ETo, therefore, the driving torque acting on the
vehicle C immediately drops to zero. In other words, in the case
where the gear lever is set at the N position, the automatic drive
control ECU 6 controls the engine 100 so as not to generate the
driving torque.
On the other hand, in a case where the shift position determination
portion 64 determines that the gear lever is not set at the N
position (No in ST4), the shift position determination portion 64
determines whether the gear lever is set either at the forward
movement position or the rearward movement position (ST5). More
specifically, the shift position determination portion 64
determines whether or not either the forward movement position or
the rearward movement position is detected by the shift sensor
4.
In a case where the shift position determination portion 64
determines that the gear lever is set either at the forward
movement position or the rearward movement position (Yes in ST5),
the driving torque calculation portion 62 determines whether the
obtained ON/OFF state of the clutch mechanism 110 indicates the ON
state (ST6). More specifically, in ST6, the driving torque
calculation portion 62 determines whether or not the clutch
mechanism 110 is in the state of actually transmitting the driving
torque generated by the engine 100 to each wheel, in the case where
the clutch mechanism 110 is determined to be in the state where the
driving torque generated by the engine 100 is ready to be
transmitted to each wheel.
In a case where the driving torque calculation portion 62
determines that the obtained ON/OFF state of the clutch mechanism
110 indicates that the clutch mechanism 110 is in the OFF state (No
in ST6), the driving torque calculation portion 62 determines
whether or not the predetermined time has passed (ST7). More
specifically, in ST7, the driving torque calculation portion 62
determines whether or not the predetermined time has passed since
the gear lever is shifted to the forward movement position or the
rearward movement position from the N position.
On the other hand, in a case where the driving torque calculation
portion 62 determines that the obtained ON/OFF state of the clutch
mechanism 110 indicates that the clutch mechanism 110 is in tire ON
state (Yes in ST6), or in a case where the driving torque
calculation portion 62 determines that the predetermined time has
passed (Yes in ST7), the automatic drive control ECU 6 executes the
automatic drive control (ST9). In other words, the automatic drive
control ECU 6 executes the automatic drive control in the case
where the vehicle is in the state where the driving torque
generated by the engine 100 is ready to be transmitted to each
wheel and in the case where the driving torque is actually
transmittable to each wheel. In ST9, the automatic drive control
ECU 6 outputs the target driving torque ETo calculated by the
driving torque calculation portion 62 and the target braking torque
BTo calculated by the braking torque calculation portion 63 to the
engine ECU 7 and the brake ECU 8, respectively. The automatic drive
control is executed in the manner where the engine ECU 7 controls
the engine 100 on the basis of the target driving torque ETo, and
the brake ECU 8 controls the braking device 200 on the basis of the
target braking torque BTo so that the vehicle speed V reaches the
target vehicle speed Vo. Hence, the driving torque generated by the
engine 100 on the basis of the target driving torque ETo and the
braking torque generated by the braking device 200 on the basis of
the target braking torque BTo act on the vehicle C.
Further, in a case where the shift position determination portion
64 determines that the gear lever is set at neither the forward
movement position nor the reverse movement position (No in ST5), or
in a case where the driving torque calculation portion 62
determines that the predetermined time has not passed (No in ST7),
as mentioned above, the driving torque calculation portion 62
calculates the driving torque ETo as zero (ST8). Then, the
automatic drive control ECU 6 executes the automatic drive control
(ST9). Therefore, in the case where the gear lever is set at other
positions, such as a parking position or at the neutral position,
the driving torque acting on the vehicle C becomes zero, because
the driving torque generated by the engine 100 is controlled to be
zero by the engine ECU 7 controlling the engine 100 on the basis of
the target driving torque ETo, which is calculated as zero. In
other words, the automatic drive control ECU 6 controls the engine
100 so as not to generate the driving torque in the case where the
vehicle is in the state where the driving torque generated by the
engine 100 is ready to be transmitted to each wheel but the driving
torque is actually not transmittable to each wheel.
In the conventional drive control device that gradually reduces the
driving torque when the gear lever is set at the N position, as
illustrated in FIG. 3, the target driving torque ETo is calculated
to be gradually and continuously decreased by shifting the gear
lever to the N position from the forward movement position and to
the N position from the rearward position in order to gradually
reduce the driving torque. When the gear lever is set at the N
position, an engine rotation number NE (an engine rotational speed)
is increased because of the driving torque generated by the engine
100 (see circles indicated by letters A and B in FIG. 3). Then, the
target driving torque ETo is calculated so that the vehicle speed V
reaches the target vehicle speed Vo by shirring the gear lever from
the N position to the forward movement position or from the N
position to the rearward movement position. Then, the engine 100 is
controlled on the basis of the target driving torque ETo by the
engine ECU 7, therefore the engine 100 generates the driving
torque. Immediately after the gear lever is shifted to the forward
movement position or to the rearward movement position, because the
clutch mechanism 110 remains in the OFF state, the vehicle speed V
does not reach the target vehicle speed Vo, therefore, the
automatic drive control ECU 6 outputs the target driving torque ETo
to the engine ECU 7 in order to reach the vehicle speed V to the
target vehicle speed Vo. The automatic drive control is executed in
a manner where the engine ECU 7 controls the engine 100 on the
basis of the target driving torque so that the vehicle speed V
reaches the target vehicle speed Vo. In the conventional vehicle
drive control device, although the automatic drive control is
executed, the vehicle speed V still does not reach the target
vehicle speed Vo because the clutch mechanism is in the OFF state,
therefore, the target driving torque ETo is calculated to be
further greater value. As a result, the target driving torque ETo
is calculated so as to continuously increase, thereby increasing
the driving torque generated by the engine 100. In other words, the
driving torque is generated and increased before the vehicle is in
the state where the driving torque is ready to be transmitted to
the wheels and the state where the driving torque is transmittable
to the wheels. If the clutch mechanism 110 is turned to be in the
ON state while the target driving torque ETo is increasingly
calculated, the increasing driving torque generated by the engine
100 is transmitted to each wheel via the transmission apparatus
120, therefore, the vehicle speed V of the vehicle C is suddenly
increased (see circles indicated by letters C and D in FIG. 3),
which may result in a sudden acceleration of the vehicle C.
Further, the driving torque is already generated by the engine 100
while the clutch mechanism 110 is in the OFF state, therefore, when
the clutch mechanism 100 is turned to be in the ON state, the
driving torque generated by the engine 100 is instantly transmitted
to the transmission apparatus 120, therefore a load may be applied
to the transmission apparatus 120.
On the other hand, in the vehicle drive control device 1 according
to the embodiment, the target driving torque ETo is calculated as
zero in the case where the gear lever is set at the N position.
Therefore, even if the engine 100 is controlled on the basis of the
target driving torque ETo by the engine ECU 7, the engine 100 does
not generate the driving torque while the gear lever is set at the
N position. Moreover, unless the clutch mechanism 110 is turned to
be in the ON state or the predetermined time has passed (No in ST6
or No in ST7), the target driving torque ETo is calculated as zero
in ST8, and then in ST9, the automatic drive control is executed so
that the driving torque is controlled to be zero no matter whether
the vehicle speed V reaches the target vehicle speed Vo or not. On
the other hand, in the case where the clutch mechanism 110 is
turned to be in the ON or in the case where the predetermined time
has passed (Yes in ST6 or Yes in ST7), the engine 110 is controlled
in ST9 on the basis of the target driving torque ETo, that is
calculated by the engine ECU 7 in ST3 so that the vehicle speed V
reaches the target vehicle speed Vo, and the engine 100 generates
the driving torque. In the case of the vehicle drive control device
1 that controls the engine 100 not to generate the driving torque
while the gear lever is set at the N position, as illustrated in
FIG. 4, the target driving torque ETo is calculated as zero by the
gear lever shifted to the N position from the forward movement
position or to the N position from the rearward movement position,
therefore, the driving torque generated by the engine 100 becomes
zero. According to the vehicle drive control device 1 of the
embodiment, even if the gear lever is set at the N position, the
engine 100 does not generate the driving torque, thereby preventing
the engine rotation number NE (the engine rotational speed) from
increasing. Then, when the gear lever is shifted to the forward
movement position from the N position or to the rearward movement
position from the N position, the clutch mechanism 110 remains in
the OFF state immediately after the gear lever is shifted from the
N position to forward movement position or to the rearward movement
position. The target driving torque ETo is calculated as zero
immediately after the gear lever is shifted from the N position to
the forward movement position or to the rearward movement position,
as a result, the driving torque generated by the engine 100 becomes
zero (see circles indicated by letters E and F in FIG. 4). Then,
when the clutch mechanism 110 is turned to be in the ON state, the
target driving torque ETo is calculated and the engine 100
generates the driving torque by the engine ECU 7 controlling the
engine 100 on the basis of the target driving torque ETo so that
the vehicle speed V reaches the target vehicle speed Vo. Therefore,
even if the driving torque generated by the engine 100 is
transmitted to each wheel via the transmission apparatus 120 when
the clutch mechanism 110 is turned to be in the ON state, the
driving torque is gradually increased so that the vehicle speed V
reaches the target vehicle speed Vo, thereby gradually increasing
the vehicle speed V of the vehicle C. As a result, the vehicle C is
prevented from being suddenly accelerated. Further, the engine 100
does not generate the driving torque while the clutch mechanism 110
is in the OFF state. Therefore, even when the clutch mechanism 110
is turned to be in the ON state, the driving torque is not
instantly transmitted to the transmission apparatus 120. As a
result, the load applied to the transmission apparatus may be
reduced/prevented. Accordingly, the vehicle drive control device 1
prevents the vehicle C from suddenly accelerating and the
transmission apparatus 120 from receiving the load, even when the
gear lever is shifted to the forward movement position or to the
rearward movement position via the N position.
Accordingly, in the case where the gear lever is set at the N
position while the automatic drive control is executed, the engine
100 does not generate the driving torque. Hence, even if the
vehicle C becomes stuck, an operation of freeing the vehicle C from
the stuck situation is performed while the automatic drive control
is executed.
Further, according to the vehicle drive control device 1 of the
embodiment, even while the gear lever is set at the N position, the
automatic drive control is not cancelled. Hence, for example, even
in a case where the gear lever is set at the N position while the
vehicle C travels on a road having a declining surface, the vehicle
drive control device 1 calculates the target braking torque BTo so
that the vehicle speed V reaches the target vehicle speed Vo and
the brake ECU 8 controls the braking device 200 on the basis of the
target braking torque BTo, and the braking device 200 generates the
braking torque. Hence, even if the gear lever is set at the N
position, the automatic drive control is executed so that the
vehicle speed V reaches the target vehicle speed Vo.
Accordingly, the vehicle drive control device 1 of the embodiment
does not stop/cancel the automatic drive control even if the gear
lever is set at the neutral position. Further, the vehicle drive
control device 1 of the embodiment is adaptive to perform the
operation of freeing the vehicle from the stuck situation only by
the shift operation while the automatic drive control is
executed.
The vehicle drive control device according to the embodiment
includes the driving torque calculation portion 62 for determining
the ON/OFF state of the clutch mechanism 110 provided between the
engine 100 and wheels, wherein in the case where the automatic
drive control ECU 6 detects that the gear lever is shifted from the
neutral position to a forward movement position or to a rearward
movement position based on an output of the shift position
determination portion 64 and where the driving torque calculation
portion 62 determines that the clutch mechanism 110 is in a ON
state on the basis of an output of the driving torque calculation
portion 62, the automatic drive control ECU 6 controls the engine
100 so that the vehicle speed V reaches the preset target vehicle
speed Vo.
The vehicle drive control device according to Claim 1, wherein in a
case where the shift position determination portion 64 determines
that the gear lever is shifted from the neutral position to a
forward movement position or to a rearward movement position and
where a predetermined time has passed, the automatic drive control
ECU 6 controls the engine 100 so that the vehicle speed V reaches
the preset target vehicle speed Vo.
According to the vehicle drive control device of the embodiment,
when the gear lever is set at the neutral position, the driving
torque is controlled to be zero. Therefore, even if the vehicle
becomes stuck, the operation for freeing the vehicle is performed
while the automatic drive control is executed. In other words, the
driver only needs to operate the gear lever to shift its shift
positions at a right timing of when the reaction is generated in
the case where the vehicle becomes stuck while the automatic drive
control is executed. As the vehicle drive control of the embodiment
does not require the driver to perform a complicated operation such
as operating the acceleration pedal while operating the shift
positions of the gear lever at the right timing of when the
reaction is generated, the driver only needs to operate the gear
lever so as to increase the force acting on the vehicle by using
the reaction in order to free the vehicle from the stuck situation.
In other words, the driver easily performs the operation of the
freeing the vehicle in the case where the vehicle becomes stuck
while the automatic drive control is executed. Further, the vehicle
drive control device according to the embodiment prevents the
engine 100 from generating the driving torque before the vehicle
becomes in the state where the driving torque is transmittable to
the wheels, when the gear lever is shifted to the forward movement
position or to the rearward movement position from the neutral
position. As a result, the vehicle is prevented from suddenly
accelerating, and the load applied to the transmission apparatus is
also reduced/prevented.
The principles, preferred embodiment and mode of operation of the
present invention have been described in the foregoing
specification. However, the invention which is intended to be
protected is not to be construed as limited to the particular
embodiments disclosed. Further, the embodiments described herein
are to be regarded as illustrative rather than restrictive.
Variations and changes may be made by others, and equivalents
employed, without departing from the sprit of the present
invention. Accordingly, it is expressly intended that all such
variations, changes and equivalents which fall within the spirit
and scope of the present invention as defined in the claims, be
embraced thereby.
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